ATA 35 (Oxygen)

Fundamentals
M11
TURBINE/PISTON AEROPLANE
AERODYNAMICS, STRUCTURES and SYSTEMS Rev.-ID: 1JUN2013
M11.15
Oxygen ATA 35
EASA Part-66
CAT A
M11.15 35 A E
AIRCRAFT SYSTEMS EASA PART-66 M11A|M13
OXYGEN (ATA 35)
M11.15|M13.17
M11A TURBINE AEROPLANE AERODYNAMICS,STRUCTURES ANS SYSTEMS

M11.15 OXYGEN
FRA US/O-5 WeR Apr 25, 2013 ATA DOC Page 1

Introduction
OXYGEN (ATA 35)
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INTRODUCTION
Breathing Air at Different Altitudes

Today modern aircraft fly at high altitudes.
This is the most economic method.
Human beings, on the other hand, are designed to live on the ground. The
international standard atmosphere is measured at sea level with
• a temperature of 15° Celcius and
• air pressure of 1013.25 hecto pascal.
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altitudes|L1|A/B1/B2
Introduction
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Figure 1 International Standard Atmosphere

Introduction
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Breathing air at different altitudes cont.

Air consists of
• about 78% nitrogen, shown here as grey circles,
• 21% oxygen, the dark circles, and
• 1% inert gases, the white circles.
As the altitude increases the air pressure decreases and so does the density of air. The
volume you breath stays the same but at about 18,000 feet the amount of usable
oxygen has halved.
At this altitude you would have trouble staying alive. At 33,000 feet the amount of
usable oxygen you inhale is about a quarter of that at sea level.

Introduction
OXYGEN (ATA 35)
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Figure 2 Density of Air

Introduction
OXYGEN (ATA 35)
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Human Reaction to Cabin Pressure Loss

Because of these flight levels modern aircraft have to pressurize their cabins.
Otherwise we would all have to wear space suits when flying.
When the aircraft is cruising the cabin pressure is maintained at about 8,000 feet.
But loss of cabin pressure may occur.
Let’s have a look at how long you would survive in such conditions without
additional oxygen.
• Up to about 10,000 feet humans can compensate for the lack of oxygen by
breathing faster.
• At about 14,000 feet the first effects of altitude will show, such as
exhaustion and sleepiness.
• Between about 15,000 and 20,000 feet is the zone of incomplete compensation.
Here we would suffer loss of concentration, partial memory loss and feel a sense
of well being. After some time our muscles would ache and we would suffer a
loss of judgement.
Above the critical threshold we become unconscious after a certain time. The
greater the altitude the less time it takes.
For instance if a rapid decompression should occur at 40,000 feet it would take
about 15 seconds.
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loss|L1|A/B1/B2
Introduction
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Figure 3 Effects of Altitude

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Introduction
OXYGEN (ATA 35)
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Characteristics of Oxygen
We know that aircraft fly high above the earth. The air temperature is different up
there than it is at ground level.
You can guess that at very low temperatures any moisture in our oxygen would freeze.
There are a number of different types of oxygen and only 1 is suitable for use in
aircraft.
Aviators breathing oxygen is used on aircraft because it is very dry.
Medical oxygen is never used on aircraft as it contains water droplets and would
therefore freeze.
Technical oxygen should never be used for breathing as it is contaminated.
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oxygen|L1|A/B1/B2
Introduction
OXYGEN (ATA 35)
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Figure 4 Characteristics of Oxygen

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oxygen|L1|A/B1/B2
Introduction
OXYGEN (ATA 35)
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0xygen Safety Rules

Another aspect of oxygen is its danger.
Oxygen is an invisible, odourless, and non−inflammable gas.
But if the concentration of oxygen increases, things can easily go up in flames. If an
oxygen fire occurs then it is very difficult to put out.
So make sure you follow your companies safety instructions.
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Introduction
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Figure 5 Oxygen Safety Rules

Introduction
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Oxygen Safety Rules cont.

Here are a few basic pointers to bear in mind when working with oxygen.
Firstly, move all valves slowly, especially when you open the bottle valve and the
line is empty.
The released oxygen rushes along the empty tube and pressure builds up when a
closed valve is encountered.
The energy in the pressure converts to heat.
If the pressure continues more heat is produced at the closed valve.

Introduction
OXYGEN (ATA 35)
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Figure 6 Oxygen Safety Rules II

Introduction
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Too much heat in an oxygen line will cause an explosion resulting in a lot of mess.

Introduction
OXYGEN (ATA 35)
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Another tip before working on the oxygen system is to wash your hands. Make
sure all the tools and parts you uses are clean and oil free.
Under normal conditions oil, grease and other hydrocarbons are inflammable.

Introduction
OXYGEN (ATA 35)
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Figure 8 Oxygen Safety Rules IV

Introduction
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Release some oxygen into the oil to see what happens. The
mixture is explosive and very messy.

Introduction
OXYGEN (ATA 35)
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Figure 9 Oxygen Safety Rules V

Crew Oxygen System
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CREW OXYGEN SYSTEM
Introduction
The crew oxygen system supplies only the cockpit crew with oxygen. It is
always available.
The crew oxygen system consists of 1 or more high pressure oxygen bottles. These are
stored in the lower deck, either in the avionics compartment or in the cargo
compartment.
Attached to each bottle is a pressure regulator.
The pressure regulator feeds oxygen into the distribution components.
The oxygen passes through a diluter demand regulator and then into the mask.
HAM US/F KeK 01.05.2008 01|Intro|L1|A/B1/B2 Page 20

Crew Oxygen System
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Figure 10 Crew Oxygen System

Crew Oxygen System
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Oxygen Bottles
Oxygen is stored in cylinders known as the oxygen bottles.
There may be 1 or more bottles for the cockpit crew.
The oxygen bottles are stored in the lower deck. On this 747 they are stored in the
cargo compartment.
The bottles are usually made of steel alloy or a composite material called
Kevlar.
The color of the bottles is dark green.
At normal temperature pressure dry (n.t-p.d), which is measured at 21° C, each bottle
has a maximum capacity of 3200 l, of oxygen.
This is stored at a pressure up to 1850 psi.
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Crew Oxygen System
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Figure 11 Oxygen Cylinders

Crew Oxygen System
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Oxygen Bottles cont.

Now we’ll take a closer look at the cylinder head.
Each oxygen bottle has a slow−opening shut off valve which opens or closes the
bottle. The valve should either be fully open or fully closed.
A safety device, which is a disk, bursts before pressure reaches a value that could
damage the cylinder itself or other components.
The direct reading pressure gage indicates the actual bottle pressure.

Crew Oxygen System
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Figure 12 Cylinder Head

Crew Oxygen System
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Overpressure Discharge
If the temperature or pressure gets too high the safety disk will burst.
This will occur at about 2600 p.s.i. and will prevent major damage to the
oxygen components.
To prevent oxygen gas building up in the bottle storage area, the safety outlet is
connected to an overboard discharge line.
This line ends in a port at the aircraft skin. A green plastic disk ruptures if a
bottles safety device opens.
There can be more than 10 oxygen bottles including the passenger system, and each
is connected to the same discharge line. If the green disk fractures, each bottle gage
must be read to find out which 1 triggered the discharge.
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discharge|L1|A/B1/B2
Crew Oxygen System
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Figure 13 Safety Disk/Device

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Crew Oxygen System
OXYGEN (ATA 35)
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Oxygen Bottle Summary

All the components you have just encountered are here on this oxygen bottle,
• the manual slow opening shut off valve,
• the direct reading gage,
• the thermal compensator connected to the filling line
• and the overpressure burst disk and overboard line, which ends at the
aircraft skin.
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Summary|L1|A/B1/B2
Crew Oxygen System
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Figure 14 Thermal Compensator

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Summary|L1|A/B1/B2
Crew Oxygen System
OXYGEN (ATA 35)
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Distribution
The oxygen is transported to the cockpit via lines and manifolds.
Here it is made available via valves and pressure reducing components.
A pressure regulator is located near the oxygen bottles to reduce the length of high
pressure lines.
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Crew Oxygen System
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Figure 15 Distribution
Crew Oxygen System
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distribution cont.
High oxygen pressure can be reduced in 1 step, as on this Airbus. Here the
pressure regulator is mounted directly on the oxygen bottle.

Crew Oxygen System
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Figure 16 Pressure Regulator

Crew Oxygen System
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Distribution cont.
High oxygen pressure can also be reduced in 2 steps, as on this Boeing.
First a pressure reducer mounted on each bottle reduces the pressure to an
intermediate level and then a pressure regulator reduces the pressure even further
to a usable pressure.

Crew Oxygen System
OXYGEN (ATA 35)
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Figure 17 Pressure Reducer/Regulator

Crew Oxygen System
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Distribution cont.
In contrast to Boeing aircraft, where no further action is needed, on the Airbus the
crew supply switch must be operated to get oxygen to the cockpit.
The crew supply switch actuates a solenoid controlled supply valve.

Crew Oxygen System
OXYGEN (ATA 35)
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Figure 18 Solenoid controlled Supply Valve

Crew Oxygen System
OXYGEN (ATA 35)
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Indication
As we have already seen oxygen pressure is indicated on each oxygen bottle by a
direct reading gage.
Oxygen pressure is also indicated on an external pressure gage which is
normally located near the filling panel.
The external pressure gage gets its information from a pressure transmitter or
transducer attached to each bottle.
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Crew Oxygen System
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Figure 19 Pressure Indication -Single Bottle-

Crew Oxygen System
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Indication cont.
If there is more than 1 bottle the pressure from each bottle may vary.
In this case the individual signals are converted to an average by the voltage
averaging unit. The average oxygen pressure is shown on the pressure gage.
Oxygen pressure information is also needed in the cockpit.
The pressure transducers or, if there is more than 1 bottle, the voltage averaging
unit are used to gather the pressure information for display on the EICAS status
page or on the ECAM door/oxygen page.
Normally the indications appear in green, and in case of low pressure change to
amber.

Crew Oxygen System
OXYGEN (ATA 35)
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Figure 20 Pressure Indication -Bottle Set-

Crew Oxygen System
OXYGEN (ATA 35)
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Mask Storage
In this cockpit there are 2 two oxygen masks for the pilots and 2 for the
observers.
The masks are stored in the stowage boxes.
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Crew Oxygen System
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Figure 21 Cockpit Stowage Box Location

Crew Oxygen System
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Mask Storage cont.

Each oxygen mask is stowed in a separate stowage box. The boxes have 2 flap
doors.
When the mask is removed a supply valve in the box opens and oxygen flows to the
mask.
A pressure switch connected to the supply valve allows a microphone to be used
while the oxygen system is in use.

Crew Oxygen System
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Figure 22 Stowage Box Arrangement

Crew Oxygen System
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Oxygen Mask
The mask itself is a full face quick donning mask.
The flight crew can put on their masks with 1 hand in less than 5 seconds.
The mask covers the eyes, nose and mouth of the user, even if he or she is wearing
glasses.
The mask consists of
• a harness,
• a face piece,
• a diluter demand regulator and
• a microphone.
When the mask is removed from the stowage box the user pulls and presses the 2
red grips.
When the grips are pressed the harness is inflated with oxygen, allowing the mask
to be put on. When the grips are released the harness deflates to give the mask a
tight fit.
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Crew Oxygen System
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Figure 23 Full Face Quick Donning Mask

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Crew Oxygen System
OXYGEN (ATA 35)
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Oxygen Mask cont.

The diluter demand regulator has 3 operating modes,
• normal,
• 100% oxygen, and
• emergency.
In normal mode the user gets an air/oxygen mixture on demand while the cabin
pressure remains below about 35000 feet. Above this he or she will receive pure
oxygen.
When the 100% selector is moved to 100% the user gets pure oxygen on
demand, no matter what the altitude.
The emergency function is controlled by the overpressure push and turn knob. This
allows oxygen to flow constantly and not just on demand. Breathing out is a little bit
uncomfortable in this mode.
The pushed position of the overpressure knob selects overpressure momentarily. It is
used for blowing out the mask and for testing the microphone by listening to the
oxygen flow.
The turned position of the overpressure knob selects overpressure
continuously.
This is used in very high altitudes and to prevent inhalation of smoke and
noxious gasses.
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Crew Oxygen System
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Figure 24 Deluter Demand Regulator

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Passenger Oxygen System
OXYGEN (ATA 35)
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PASSENGER OXYGEN SYSTEM
Introduction
In contrast to the crew oxygen system, the passenger oxygen system is only used if
the cabin depressurizes. In normal flight cabin pressure is equal to a cabin altitude
of about 8000 feet.
As you may recall from the previous lesson, humans cannot completely
compensate for the loss of oxygen above about 14 000 feet.
If the cabin does depressurize the aircraft will reduce altitude but if it is above 14
000 feet the passenger oxygen system will activate automatically and oxygen masks
will be deployed.
How fast the aircraft depressurizes depends on how severe the leak is, so oxygen
may not be needed for several minutes.

OXYGEN (ATA 35)
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Figure 25 Depressurization
OXYGEN (ATA 35)
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Introduction cont.
There must be oxygen masks for every person in the cabin, which means at every
seat, in all the lavatories and at every attendant station.

OXYGEN (ATA 35)
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Figure 26 Installation
OXYGEN (ATA 35)
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Introduction cont.
You can find the passenger oxygen masks stowed in passenger service units above
the passenger seats.
When the passenger oxygen system is activated the oxygen masks drop down from
the overhead stowage boxes to be available for the passengers.
The reason why there is always at least 1 more masks than seats in a row is that
there may be children sharing adult seats.
You can see the main components found in the oxygen stowage box labelled on the
graphic.

OXYGEN (ATA 35)
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Figure 27 Passenger Service Unit

OXYGEN (ATA 35)
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System Activation
Here you can see the release logic for the passenger oxygen system.
The system is normally activated automatically by a pressure switch in the
pressurized area.
If, for some reason, automatic activation by the altitude pressure switch fails, there
is a manual control in the cockpit which will activate the passenger oxygen system.
After activation, the passenger oxygen system must be reset by pushing the reset
button in the cockpit.
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OXYGEN (ATA 35)
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Figure 28 Release Logic

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OXYGEN (ATA 35)
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Supply System - Chemical

The passenger oxygen system is activated in the same way on most aircraft, but the
actual supply of oxygen can be different.
There are 2 ways that oxygen is supplied to the system, with a chemical
system and with a gaseous system.
In the chemical oxygen supply system, the stowage boxes are normally called
emergency oxygen containers (EOC).
The EOC doors operate electrically. Each door has its own solenoid which can be
activated automatically by the pressure switch or manually from the cockpit.
Every EOC contains oxygen masks and a chemical generator which produces oxygen.
When the EOC door opens and the masks fall out, oxygen is not available
immediately. To supply oxygen you must tighten the lanyards by pulling the
masks. This starts the oxygen generation process.
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Chemical|L1|A/B1/B2
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Figure 29 Emergency Oxygen Container/Components

Chemical|L1|A/B1/B2
OXYGEN (ATA 35)
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Supply System - Gaseous

The other passenger oxygen supply system is known as a gaseous system.
In this system the stowage boxes above every passenger are called passenger service
units or PSU‘s.
The door to these boxes is opened by the same oxygen pressure that feeds the
masks.
In the gaseous system the oxygen supply is stored in oxygen bottles, similar to those
used in the crew system.

Gaseous|L1|A/B1/B2
OXYGEN (ATA 35)
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Figure 30 Gaseous-System
Gaseous|L1|A/B1/B2
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Supply Sy stem - Gaseous cont.

The gaseous oxygen system uses flow control units to reduce the oxygen
pressure to a usable level.
You may find one or more flow control units in the system. In this example there
are three.
These control units have four main purposes:
• They provide a shut off function. If the system is not active they shut off the
oxygen flow.
• They activate the system. The pressure switch for automatic activation is
integrated in the flow control units.
• They produce the pressure push to open the PSU doors.
• They reduce the intermediate oxygen pressure to an adequate level for
breathing.

Gaseous|L1|A/B1/B2
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Figure 31 Flow Control Unit

Gaseous|L1|A/B1/B2
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Supply System - Gaseous cont.

There is a ring line in the cabin which connects every PSU to the flow control units.
The ring line transports the pressure push initiated by the flow control units to
release the PSU doors.
This is different from the chemical system, which you’ll remember has solenoid
operated door releases.

Gaseous|L1|A/B1/B2
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Figure 32 Flow Control Unit/Funktions

Gaseous|L1|A/B1/B2
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Supply System - Gaseous cont.

When an emergency occurs, oxygen must be quickly available to everyone.
As you can imagine, on a large aircraft there is a time delay in supplying oxygen
to passengers who are located a long way from the oxygen bottles.
For this reason you may find one or more bleed relief valves in the ring line. This
valve opens during the pressure push, bleeds the distribution line and ensures the
line contains only pure oxygen.
In this system there is another valve in the distribution line, a vent valve. This valve
prevents inadvertent pressure build−up and therefore, inadvertent mask release if a
flow control unit has a small leak.
The vent valve is spring loaded open under normal conditions and closes if
pressure is higher than spring force.

Gaseous|L1|A/B1/B2
OXYGEN (ATA 35)
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Figure 33 Bleed Relief Valve/Automatic Vent Valve

Gaseous|L1|A/B1/B2
Portable Oxygen System
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PORTABLE OXYGEN SYSTEM
Portable Oxygen
As well as the crew oxygen system and the passenger oxygen system there is another
kind of oxygen system − the portable oxygen system.
The portable oxygen equipment is normally stored in the cockpit and near the exits
in the passenger compartment.
The portable oxygen cylinders provide a portable supply of breathing oxygen that
is independent of the fixed systems.
This oxygen supply is intended for emergency and first aid use.
And it also provides eye protection for the user in the form of smoke hoods, which
you wear if the atmosphere is smoke filled or toxic.
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Portable Oxygen System
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Figure 34 System Installations

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M11.15 35 A E
TABLE OF CONTENTS
MllA turbine aeroplane aerodynamics,structures ans systems . . . . . .
l
M11.15 oxygen . . . . . .
1
introduction .......................................... 2
. . . . . . . . BREATHING AIR AT DIFFERENT ALTITUDES 2
. . . . . . . HUMAN REACTION TO CABIN PRESSURE 6
LOSS . . . CHARACTERISTICS OF 8
OXYGEN . . . . . . . . . . . . . . . . . 0XYGEN SAFETY RULES . 10
........................ 20
crew oxygen system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
........ 22
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
OXYGEN BOTTLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
OVERPRESSURE DISCHARGE . . . . . . . . . . . . . . . . . . . . 30
OXYGEN BOTTLE SUMMARY . . . . . . . . . . . . . . . . . . . . . 38
42
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
MASK STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
OXYGEN MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
passenger oxygen system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
........ 58
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
SYSTEM ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
SUPPLY SYSTEM - CHEMICAL . . . . . . . . . . . . . . . . . . . . 68
SUPPLY SYSTEM - GASEOUS . . . . . . . . . . . . . . . . . . . . .
portab1e oxygen system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
........
PORTABLE OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page i
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TABLE OF FIGURES
Figure 1 International Standard Atmosphere . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Density of Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Effects of Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Characteristics of Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Oxygen Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Oxygen Safety Rules II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 Oxygen Safety Rules III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 Oxygen Safety Rules IV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 Oxygen Safety Rules V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Oxygen Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 12 Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 Safety Disk/Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Thermal Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 17 Pressure Reducer/Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 18 Solenoid controlled Supply Valve . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 Pressure Indication -Single Bottle- . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 Pressure Indication -Bottle Set- . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 21 Cockpit Stowage Box Location . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 22 Stowage Box Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 Full Face Quick Donning Mask . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 Deluter Demand Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 Depressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 26 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 Passenger Service Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 Release Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Emergency Oxygen Container/Components . . . . . . . . . . . . . . 59
Figure 30 Gaseous-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 Flow Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 32 Flow Control Unit/Funktions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 33 Bleed Relief Valve/Automatic Vent Valve . . . . . . . . . . . . . . . . . 67
Figure 34 System Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Page i

ATA 35 (Oxygen)

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ATA 35 (Oxygen)

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Fundamentals

M11A TURBINE AEROPLANE AERODYNAMICS,STRUCTURES ANS SYSTEMS

FRA US/O-5 WeR Apr 25, 2013 ATA DOC Page 1

Breathing Air at Different Altitudes

HAM US/F KeK 01.05.2008 01|Breathing air at different Page 2

Figure 1 International Standard Atmosphere

Breathing air at different altitudes cont.

HAM US/F KeK 01.05.2008 01|Breathing air at different Page 4

Figure 2 Density of Air

Human Reaction to Cabin Pressure Loss

HAM US/F KeK 01.05.2008 03|Human reaction to cabin pressure Page 6

Figure 3 Effects of Altitude

HAM US/F KeK 01.05.2008 04|Characteristics of Page 8

Figure 4 Characteristics of Oxygen

0xygen Safety Rules

HAM US/F KeK 01.05.2008 05|Oxygen safety rules|L1|A/B1/B2 Page 10

Figure 5 Oxygen Safety Rules

Oxygen Safety Rules cont.

HAM US/F KeK 01.05.2008 05|Oxygen safety rules|L1|A/B1/B2 Page 12

Figure 6 Oxygen Safety Rules II

Oxygen Safety Rules cont.

HAM US/F KeK 01.05.2008 05|Oxygen safety rules|L1|A/B1/B2 Page 14

Oxygen Safety Rules cont.

HAM US/F KeK 01.05.2008 05|Oxygen safety rules|L1|A/B1/B2 Page 16

Figure 8 Oxygen Safety Rules IV

Oxygen Safety Rules cont.

HAM US/F KeK 01.05.2008 05|Oxygen safety rules|L1|A/B1/B2 Page 18

Figure 9 Oxygen Safety Rules V

CREW OXYGEN SYSTEM

HAM US/F KeK 01.05.2008 01|Intro|L1|A/B1/B2 Page 20

Figure 10 Crew Oxygen System

HAM US/F KeK 01.05.2008 02|Oxygen bottles|L1|A/B1/B2 Page 22

Figure 11 Oxygen Cylinders

Oxygen Bottles cont.

HAM US/F KeK 01.05.2008 02|Oxygen bottles|L1|A/B1/B2 Page 24

Figure 12 Cylinder Head

HAM US/F KeK 01.05.2008 06|Overpressure Page 26

Figure 13 Safety Disk/Device

Oxygen Bottle Summary

HAM US/F KeK 01.05.2008 10|Oxygen Bottle Page 28

Figure 14 Thermal Compensator

HAM US/F KeK 01.05.2008 11|Distribution|L1|A/B1/B2 Page 30

HAM US/F KeK 01.05.2008 11|Distribution|L1|A/B1/B2 Page 32

Figure 16 Pressure Regulator

HAM US/F KeK 01.05.2008 11|Distribution|L1|A/B1/B2 Page 34

Figure 17 Pressure Reducer/Regulator

HAM US/F KeK 01.05.2008 11|Distribution|L1|A/B1/B2 Page 36

Figure 18 Solenoid controlled Supply Valve

HAM US/F KeK 01.05.2008 15|Indication|L1|A/B1/B2 Page 38

Figure 19 Pressure Indication -Single Bottle-

HAM US/F KeK 01.05.2008 15|Indication|L1|A/B1/B2 Page 40

Figure 20 Pressure Indication -Bottle Set-

HAM US/F KeK 01.05.2008 17|Mask storage|L1|A/B1/B2 Page 42

Figure 21 Cockpit Stowage Box Location

Mask Storage cont.

HAM US/F KeK 01.05.2008 17|Mask storage|L1|A/B1/B2 Page 44

Figure 22 Stowage Box Arrangement

HAM US/F KeK 01.05.2008 21|Oxygen Mask|L1|A/B1/B2 Page 46

Figure 23 Full Face Quick Donning Mask

Oxygen Mask cont.

HAM US/F KeK 01.05.2008 22|Oxygen mask|L3|B1/B2 Page 48

Figure 24 Deluter Demand Regulator

PASSENGER OXYGEN SYSTEM